"heading machine" where the ends are properly shaped to suit the kind of coupling or connection that may be desired.

From the heading machine the pipe goes to the dipping vat, where the entire length of pipe is dipped, on the outer surface only, in a hot bath of tar and asphalt properly mixed to give the best results. The tenon ends of the pipe are protected from the coating, so as to secure a tight fit at joints. The coating received from the dipping is very heavy - thus the wood of the pipe, as well as the banding, is well protected. After being dipped, the pipe is rolled down an incline covered with fine sawdust which adheres to the dip and makes a skin which is not easily abraded.

The laying of this modern wood pipe is very simple, as no caulking is required. It is simply a question of inserting the tenon of one length into the mortise of another length and the swelling of the wood makes the joint watertight. The wire wound type is used for distributing mains and laterals up to 32 inches in diameter. A trip through a wood pipe factory is always interesting to the tourist, as the machinery is, necessarily, specially designed, and its operation very fascinating.

Creosoted Wood Pipe

The life of wood pipe when built of high-grade lumber generally depends on the staves being kept saturated at all times, which condition prevails when the pressure is reasonably high. At low pressure the staves do not reach complete saturation, and, consequently, there is a tendency toward decay, which is prevented by subjecting the dry staves, before the pipe is built, to a pressure and vacuum treatment of creosote oil in special retorts. Creosote oil is forced into the wood to insure the retention of eight pounds of creosote oil per cubic foot of lumber after the final vacuum is drawn.

This creosoted pipe is also well adapted for use where the pipe is in contact with the soil - unless deeply buried in very compact soil and also for irrigation pipe lines where the pipe is kept empty a considerable period of the year.

THE WORLD'S RECORD IN SHIPBUILDING

BY B. F. DORAN

The ship-launching schedule of the American International Shipbuilding Corporation, agent of United States Shipping Board Emergency Fleet Corporation in the operation of the Hog Island shipyard, was brought to a close on Wednesday afternoon, July 21, when seven steel cargo carriers, each 401 feet long and aggregating 54,775 deadweight tons, were sent into the waters of the Delaware River in eighty-seven minutes — a new world's record.

Thirty-five thousand persons, including prominent officials of the city, state and nation, as well as high-ranking officers of the country's armed forces, the United States Shipping Board Emergency Fleet Corporation and the American International Corporation, were present for the epoch-making occasion and cheered lustily as each of the big ships slid majestically down the ways into the placid waters of the Delaware.

The colossal shipyard was in holiday attire for the occasion. From the top of every building fluttered American flags and gayly-colored bunting. It was a holiday for all the employes of the huge plant, with the exception of the members of the launching gang and the committee that handled the gigantic affair.

Hundreds of river craft, with flags flying, and filled to capacity with sight-seers, filled the river in the vicinity of the world's largest shipbuilding plant.

It was truly a Hog Island day, and it was a mighty roar of welcome that greeted the last of the seven ships launched - it being the one hundred and twenty-second sent from the Hog Island ways for the new merchant marine of the United States since August 5, 1918, the day on which Mrs. Woodrow Wilson, in the presence of President Wilson and a gathering of 100,000 patriotic Americans, christened the Quistconck, the first ship launched by the American International Shipbuilding Corporation.

The day was a notable one for Hog Island, not only because it established the world's record of ship-launchings, but because it also furnished the first occasion in one hundred and sixteen starts when a vessel failed to start on its journey into the Delaware after the sawing of the key-block had been com

pleted. The first and third ships of the group of seven that were launched stuck on the ways, but showing the never-say-die spirit that has been evident on numerous occasions at the Hog Island yard, the members of the launching gang returned to their tasks on the two stubborn vessels and sent them into the water in four minutes.

Seven cities and towns and five states were represented by the fair sponsors who christened the vessels. Miss Nancy Shoemaker of Devon, Pa., acted as sponsor for the Manatawny, the first ship to take the plunge into the placid waters of the Delaware. Mrs. George W. Edmonds, wife of Congressman Edmonds of Philadelphia, smashed the gold mesh covered bottle of champagne against the bow of the second ship launched, naming it Cedarhurst. The third of the seven was sponsored by Mrs. H. F. Krafft of Annapolis, Md., daughter of Rear-Admiral W. B. Benson, Chairman of the United States Shipping Board.

The Argosy, the trade name of the American International Corporation, was the fourth ship to go over. It was christened by Mrs. George H. Baldwin of Hendersonville, N. C., daughter of George J. Baldwin, Vice-President of the American International Corporation and one of the conceivers of the colossal Hog Island project. Miss Sarah Levy of New York City, daughter of N. D. Levy, President of the International Products Company of New York City, christened the Brush, named in honor of H. C. Brush, the head of the Hog Island yard. The Vaba, the sixth ship, was christened by Miss Hannah R. Gillespie of Philadelphia, while the honor of sponsoring the last of the seven ships fell to Miss Irma Benzing of Chicago. The vessel was named the Catahoula.

Among the notables present at the first septuple of ship launchings ever held in the history of the world, were: Newton D. Baker, Secretary of War; Major-General Peyton C. March, Chief of Staff, U. S. A.; Governor William C. Sproul of Pennsylvania; J. Hampton Moore, Mayor of Philadelphia; Charles Piez of Chicago, former Director-General of the Emergency Fleet Corporation; Rear-Admiral W. S. Benson, Chairman of the United States Shipping Board; Charles A. Stone, President, and George J. Baldwin, Vice-President, of the American International Corporation, conceivers of the Hog Island plant; together with leading citizens of more than one hundred cities of the United States.

The seven ships launched on July 21st were of the "A" type. They are cargo carriers of 7,825 deadweight tons; 401 feet long, and of 54 feet beam. They are oil burners, driven by General Electric geared turbines of 2,500 shaft horsepower, and will make a speed of 111⁄2 knots.

The world's record of launching the seven ships in eightyseven minutes eclipses that of the Moore Shipyard of Oakland, Cal., which launched six ships in one afternoon, and will in all probability remain the greatest achievement of its kind for years to come.

Many former officials and employes of the Hog Island plant, who are now connected with the Stone & Webster organization, and a number of those connected with the Boston, New York and Philadelphia offices of Stone & Webster, traveled many miles to witness the final launchings at the huge shipyard. Among those present were: G. O. Muhlfeld, former Vice-President; A. R. Patterson, former Treasurer; T. A. Carr, former Works Manager; Ole Davidson, former Yard Manager; Major Robert Hamilton, former Manager of the Purchasing Division; C. McCuish, O. C. Smith, James Clark, H. A. Bell, E. C. King, and a host of others.

Conceived as a war-time emergency measure, the Hog Island shipyard, which is now freely spoken of as the eighth wonder of the world, has done more than any other single agency in placing the ships of the new merchant marine of the United States on the seven seas; 122 steel ships, 110 cargo carriers, 11 troop transports, and one navy air-craft tender have been launched from the huge plant, which is equipped with fifty shipways and seven fitting-out piers, since August 5, 1918. The aggregate deadweight tonnage launched at the plant since that date is 956,750, nearly one-tenth of the entire tonnage of steel ships launched from all the shipyards of the United States in that period, and fifty per cent of the Delaware River shipyards' contribution to the new American merchant marine.

Employing 35,000 men and women when its operations were at the peak, the plant during the year ending July 21, 1920, launched a ship every 3 working days of 28 working hours, and delivered a completed vessel every 4 working days of 36 hours, and had it not been handicapped by a strike of the joiner men and carpenters since May 1st of this year this record would have been much greater.

Prior to the outbreak of the World War, the launching of